Charge forming and controlling mechanism for internal-combustion engines



Feb 26 I924.

G. w. BARTLETT CHARGE FORMING AND CONTROLLING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Jan- 15, 1921 5 Sheets-Sheet 1 4111 r 3mm awawzwi Feb. 26, 1924. W. BARTLETT mama CHARGE FORMING AND CONTROLLING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Jan. 15 1921 s Sheets-Shee t 2 Q 4\ Q i:'

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z\ r\ R 6 Feb. 26, 1924. mmm I G. W. BARTLETT CHARGE FORMING AND CONTROLIJING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Jan. 15 1921 5 Sheets-Sheet 5 a Y 6. w. BARTLETT CHARGE FORMING AND CONTROLL'ING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Jan. 15 1921 5 Sheets-Sheet 4 Eek p 92%6 BARTLETT CHARGE FORMING AND CONTROLL'ING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Jan. 15, 1921 5 Sheets-Sheet 5 gwovnto'a Q, flarfl ff Fateni ed Feb. 2%, lFZdi eraser wrri'ron sna'rnn'rr,

H M E, C,

F TACOMA, WASHINGTON, ASSIGNOE 0F ONE-HALF TO CBONKRITE, 0F TACOMA, WASHINGTON.

enema rename AND conrnotrme rancnanrsn ran rnraanancomnusrmn mamas.

application flled January 15, 1921. serial No. ,387,515.

To all whom-it may concern:

Be it known that I, GnoRon BARTLETT,

siding at Tacoma, in the county of Pierce 6 and State of Washington, have invented certain new' and useful Improvements in Charge Forming and Controlling Mechanism for Internal-Combustion Engines, of

WILTON which the following is a specificatlon, ref- 10 erence being had to the accompanying drawin s.

This invention relates to means for forming charges for internal combustion engines, and particularly to appliances of this charw acter designed to make it possible to use low grade fuel oils with internal combustion engines. The general object of the present invention is to formIand deliver to the cylinders 2c of an Otto cycle engine a combustible mixture, the basic element of which is fuel oil of low volatility. i

To accomplish this end a combination of physical processes isrequired in general as as follows: Fuel oil of low volatility is selected because of its relatively low cost. In order to keep the temperature of combustion within practical limits and to avoid carboniza tion in the engine, water is necessary to the as combustible charge. It is desirable to avoid carbonization but it is absolutely essential to avoid prohibitive temperatures and pressures. In order that the low grade fuel oil and the water may be carried through as the mixer, distributer and piping of my system, it is necessary sure as a propellant for the fuel and water and furthermore to thin the mixture, the air forming a vehicle for carrying the an finely divided liquid elements through the system in the form of a vapor or fog. order to assist the air in making possible its function as a propellant, it is necessary that the air and fuel be heated so -as to as reduce the viscosity ofthe fuel to a point where it will flow readily and where it will properly atomize. The elements of the char e must, of course, be brought together and in the process of brin 'ng them together as it is necessary that the e ements should be atomized. It is, therefore, necessary to a citizen of the United States, re-.

to; use air under presbring the elements together in such a way as to secure as intimate a mixture as posslble. For this urpose a mixing valve or chamber of pecu 'ar form and construction is provided. Thou h thecharge leaving the mixer is in the orm of a mixture, yet it is not sufficiently'finely divided or atomized as to secure complete combustion when the charge is burned in the cylinders. necessary to provide a mechanism which will com lets the mixing of the components of the c arge and completely atomize the charge and then, measure it out to the individual cylinders.

Other objects have to do with the details of construction and arrangement of parts and will appear more fully hereafter.

My invention is illustrated in the accompanying drawings, wherein Figure portion of my apparatus whereby the various components of the fuel charge are iorced under pressure to the mixing cham- Figure 2 is a sectional view on the line 2-2 of Figure 1' through the fuel tank;

Figure 3 is an elevation of the engine block showing my improved charge forming mechanism applied thereto;

Figure 4 is a top plan view of the structure shown in Figure 3;

Figure 5 is a'fragmentary top plan view of one of the levers 48 and its corresponding? link;

igure 6 is a section on the line 6-6 of Fi re 5;.

' igure 7 is a top plan view of the distributing valve. casing with the cover and valve removed, the pipes leading thereto being. in section;

Figure 8 is a vertical longitudinal section of the distributing valve;

Fi ure 9 is a sectional view through the distributing valve head;

Figure 10 is-a to plan view of the distributing valve hea Figure 11 is an under side plan view of the same; v

Figure 12 is a top plan view of the throttle valve disk;

1 is a diagrammatic view of that It is, therefore,

' section through a Figure -13 is a fragmentary longitudinal ortion-of the casing of the distributing va ve showing the throttle actuating rod;

Figure 14 is a side elevation of the mixing chamber and. its valves, the mixing chamber and one. of the valves being partly in section.

In Figure .1, I'have illustrated diagram: matic'ally' the means for feeding theseveral elements of the charge to the mixing -cham-' her and before describing the-mixing charm her and its-connections to theseveral cylinders, T-will describe the manner'in which these several: elements of thecharge arefed to the mixingchamber." Q,

lin'Figure 1, 10 designates an air. "pump of any suitable character. which,-it is to be understood, is driven from and by the en gine. Thave illustrated this air pump diagrammatically, as the-particular construetion of the .pump' has no' bearing 'on-the vpresent invention. This pump is connected to the. engine through the intermediary of an automatic cut-out A, and from the pump extends a pipe 11 by which air is conveyed from the pump. In the length of this pipe suitable part of the exhaust pipe 13' and is then carried around this exhaustwpipe, as illustrated, and is carried from theexhaust pipe to the mixing chamber, as will be later stated.

- Connected to the pipe 11 to take airtherefrom is an air tank 14 designed to sustain a 200-pound pressure and having an outlet 15 with a reducing valve therein of any suitable or ordinary description, designated 16, and connected to a pipe 17 designed to carry relatively low pressure. Thls pipe 17 is connected to a low pressure .gauge 18 of any suitable character, and the pipe 17 is connected at one end to a header 19." lit will be seen that I form a charge in accordance with my invention. by forcing air under high pressure, water and low grade fuel under pressure and in proper (proportions to a mixing chamber, the air an fuel being heated prior to the introduction to the mixing chamber to a degree which will cause pulsion of the fuel into the en ine by means of the compressed air. "It wil be seen that aeeaeoa.

the use of compressed air cannot be omitted for thereason that compressed {air provides. 'for 1n1t1a1 atomization and also for the reason that a second system of fuel su ply is not p0SS1bl6 .Wh6n using low volati e-.fuel. The fuelbeing heavy mustbe forced into this and cannot be sucked .into place. Some .mean's forpprovidinfg water for. the char e,

isnecessary,jas 'wateris-a necessary ingre lent of the" charge in order to preclude exces'sive temperatures and ressures. Hea

fuel oil can be burned wit out water and is so burned in Diesel and semi-Diesel engines butthe'se engines are relatively heavy. The -Ot'to engme as used in automobiles and trucksis not'very heavy and it is for the purpose of using any fuel oil. in these engines that .this process andmechanism was devised Furthermore, the water has the collateral advantage in assisting in the'prevention of-carbomzation in the engine cylinders.

The mixing chamber 31 cannot be omitted, as by this means the ingredientsof the charge are brought together and broken up -Also the'distribu'ter cannot be omittedsince' it provides for final mechanical atomization without which the charge as su plied to the engine would not burn completely. This header 19, throu h suitable connections which form-no particular part of my in- -vent1on, connects at its opposite ends to the fuel tank20 and a water tank 21. The fuel 'tankand water-tank are illustrated as bein combined, the water tank being separat from the fuel tank merely by the partition or wall 22. The water tank and the fuel tank each have an opening whereby they'- may be filled, this opening in each case being closed by a cap 23, which ca closes over a screen 24 extending down nto the.

tank.

Extending upward from the bottom of the tank 20 is an. outlet pipe 25 which is connected through a suitable and conventional coupling 26 to a fuel pipe 27, which is also coiled around the exhaust pipe 13 and then extends to the mixer.- In the water tank there is also a' ipe which extends to the bottom of the tan and whicli'pipe connects by attachments of conventional form to a water supply pipe 28. This supply pipe 28 is not coiled around-the exhaust pipe 13, but is carried directly to the mixer, aswill now be described. Of. course, it will be understood that the upper portions Ofthb tanks 20.

I lof these nipples engaging' -with the charge' outlet pi e. Each-nipple is formedwithin and this nipple i0 is connecte to the adjacent nipple 33 so that water may.

and 21 arefilled with number of 39 is of common and messes the pressure being less. thanin the tank 14, and that this pressure forces the li%uid fuel and water out through. the Ipipes'2 and 28 respectively. It will be seen that inasmuch as the pipes 11 and 27 are coiled a large times around the exhaust p pe, itlhat tie liquids in these pipes will be highly eate a-- I I Mounted upon the dashboard or in any,

other suitable location are thebrackets 29 and 30' which, support the mixer .31. This. -'mixer is an elongated hollow body which surrounds a. mixing chamber 32. -Extend-' in'g downward-from theliottoni of this mixing chamber are a plura'hty o f screw.- threaded nipples 33 w icli may either formedwith the bodyor en'ga ed therewith and with these nipin any suitablemanner, ples the fuel, water and a r pipes engage, one

the cham er- 32, with a valve'seat 34, and coacting with each valve seat s a needle valve stem 35 which passes through a suitable gland or stufingbox 36 in-any suitable or usual manner. There are four of the nipples 33 and, therefore, four needle valve stems 35. At the ends of the mixing chamber there are outwardly extending lugs 37 and 38v whereby the mixin chamber is. ada ted to be at I I tached to t e brackets 29 an 30, andone of these lugs,

the lug 38, is extendedup to suport u on it the sight feed casing 39'.' r This sight eed casing discharges through .a nips ple 40 extending down throu .h' the lug 38, by a pipe 41 pass through the sight feed easing into the mixing. chamber 32. The sight feed device ordinary form and is so constructed that water will pass drop by drop across the sight openin 42 and throng the nipple 40 and pipe 41 an so into the mixing chamber. The amount of water which thus passes is controlled by the needle valve stem 44 in anobvious manner; The (pipe 28 asses from the water supply tank irectly into the upper end of the casing 39 by means or a nipple or like coupling i5. The air pipe 11 is connected to t e first nipple remote from the water connection, and the next adjacent nipple or second nipple 33 is connected to the fuel pipe 27, and; the next adjacent nipple is connected to an outlet ipe 46, the outlet through this nipple and t e pipebemg stem 47,

Attached to the upper ends of all of the needle valve stems 35 are arms 48 which are longitudinally slotted at their extremities,

49, all. three of these arms being con-- as at heated by links 50. One of these arms'48- is provided with-a handle 51, and" it-will be ob air under pressure,

controlled by a needle valve having a which stem extends higher than the. stems 35 of the other needle valves.

vious that a parallel motion is secured so that an actuation of the-handle 51w-ill cause the same actuation of all three arms 48. and the sameactuation of all' tbree needle valve stems 35 so that. thusthe'feed of air, fuel.

and water is controlledbythese three needle valves. These arms i8 are connected to the needle'valve s'tems35 by means of clamps so,

that each needle valve stem may be Hide. pendently set in what may be termed its nor-' mal position with relation to any other needle valve stein 35, and then after they are thus set, the sever'al'needle valve stems may be .coincidently operated. Thus it-is possible to adjust the needle valve so that a difier- 'ential-- feed of water, air and fuel may be secured to thus secure proper proportioning of the water,- air and fuel.

The -link is'connected to the arm48 in the manner illustrated in Figure 6, wherein the slot in this arm 48 is shown as having a screw-threaded pin 52 extending through it which is provided with 'a shoulder 53 and at opposite ends with the nuts 54 between which are disposed the link member 50 and washer mately cup-shaped in form and has a 'tubular extension-56 axially arranged which extends downward and then is flanged to form a .base 57. "The tubular extension is contreated in diameter upward from the point 58 (see Figure 8), and disposed within this contracted portion of the extension is a rotatable spindle 59, and disposed within the case.

55 and rotating therewith is a rotatablevalve disk 60 which is formed integral with p the spindle and rotates therewith; Surrounding the spindle 59 and disposed on the bottom of the casing 55 below the valve head 60 is an oscillatable disk 61 constituting a throttle. This disk 61, as illustrated in Figure 12, is formed with four port openings 62, and at one point on its periphery with a radiallyextending'notch 63. The head ordisk 60'is formed as illustrated in Figure 10 with an elongated arcuate slot or port 64 so disposed as to register with the ports 62' as the valve head or disk 60 is rotated. It will'be seen from Figures .,8 and 11 that at the 'unction of the stem 59 with the head 60 the under face of this head 60 is annular-1y recess'ed, as at 65, and extending radially from this reeess 65 is. a recess 66 having a cir- 74- which is perforated for the cumferentially elongated portion 67 which sweeps over the port 62 in the travel of this head. The spindle 59 is annularly recessed, as at 68, this recess 68 forming a continuation of the annular recess 65, as indicated in Figure 8. The disk 61 has a central opening which is larger than the contracted or reduced portion of the stem 59 at the point 68. The stem 59 fits down inside the tubular portion 56 and has a reduced part 59 which extends down into and has rotative' engagement with a rotatable head 69 forming part of-a shaft 70 which is driven in any suit able manner at the same speed of rotation as is the timer shaft of the engine. In other words, the speed of rotation of the shaft; 70 is exactly the same as that of the timer shaft, the timer not being shown, however,

as it forms no part of my invention and is of any usual or ordinary construction. This head 69 is supported within a sleeve 71 by means of ball bearings 72 so that it may have free rotation. The extension 59 of the spindle 59, while it .rotateswith the head 69, has slight sliding engagement therein sufiicient to permita slight upward movement of the head 60 for a purpose to be later stated.

' The casing 55 is closed by a cap 73, and the body of the casing 55 is formed at one side with the outwardly projecting flange passage of the pipes leading to the engine cylinders and the pipe 46 leading from the mixing chamber. The bottom of the casing 55 is formed with four port openings 75", 7 75 and 75 corresponding to the four cylinders and corresponding to the four port openings 62 of the annular disk 61. The side wall of the casing is also formed with an inlet port 76 leading by-a duct to the pipe 46, which leads from the mixer and which constitutes the intake pipe to the distributen' Therefore,.it will be seen that the mixture or charge will pass from pipe 46 into the upper portion of the -casing 55 above the valve head and entirely fill this upper portion of the casing. Connected to the several ports 75", 75 and 75 are the several pipes 77, 77". 77 and 77. These v ipes extend downward from the ports int e bottom of the casing 53, then extend laterally and up through the openings in the supporting flange 74, then extend straight upward, as illustrated in, Figure 3, then laterally and then upward, and thence along the'upper surface ofthe exhaust pipe to the several cylinder-s. l have illustrated these cylinders as being formed each with a pair of spark plug openings and each cylinder as being provided with the usual spark plug 78 and an elbow 79 extending into the extra spark plug opening and connecting operatively with the corresponding pipes77, 77", 77 c or 77, as the'case may be. Forming part of this connection is a check valve casing 80 ordinary or suitable construction which will prevent the back flow of fluid to these pipes but will not prevent the flow of fluid into the cylinder upon the exhaust stroke thereof.

The disk 61, as before stated, is a throttle valve disk and is intended to he oscillated to reduce the effective ort ogening from the casing into the severa cylin er supply pipes, and to this end is provided at its margin with the notch 63 previously referred to. For the purpose of oscillating this disk 61, 1 form the valve casing 55 with a downwardly projecting barrel 81 on its under face, which barrel extends tangentially to the axial center of the casing 55, and disposed within this barrel 81 is a slidin rod 82. This rod carries at one end a pin 83 which projects up through a slot 84: formed in the floor of the valve casin and. into engagement with the notch in t e annular disk 61. Thus it will be obvious that as the rod 82 is reciprocated, the valve 61 will be oscillated. This rod passes out throu h astufiing box which closes the end of t e barrel 81, and the extremity of the rod is pivotally connected to a lever 85 which is pivoted at one end to a link 86, which-in turn is pivotally connected by a pivot screw to a boss 87 projecting downward from the bottom of the casing. The outer end of this lever 85 is pivotally connected to a fuel control rod 88 which carries a head 89 at one end fitting between the forks of the lever 85 and ivoted thereto by a pivot pin 90. This fue control rod comprises a steel wire and a flexible tube surrounding the wire, thetube being designated 91. This flexible tube extends up to the inside of the dashboard and then extends through a bracket 92 projecting upward from the bracket 29 and is clamped by this bracket 92 through the intermediary of the set screw arcuate rack or sector 97. The lever is provided with any suitable resilient locking means engageable with the teeth of this rack so as to hold the lever set'in any adjusted position. This locking means is of conventional form and is designated 98. It will be obvious that by shifting this lever'in one .within which is disposeda check valve of f direction or the other, the lever 85 will be shifted and this in turn will shift the rod 82 and oscillate in one direction or the other the throttle disk 61, thus bringing the ports 62 of this throttle disk into a greater or less register with the ports 75, 7 5", 7 5 and 7 5. When the disk is shifted in one direction to its full extent, the port 62 willbe carried rasaaos out of alignment with the ports leading to the engine cylinders. When the disk is shifted to the other extent to its full degree, the ports 62 will be carried into full alignment with the ports leading to the cylinders and the amount of the eifective opening 0 these cylinder inlet orts will be controlled b the position of t is throttle disk in an 0 vious manner.

The operation of this mechanism will be obvious from what has gone before. The air and liquid fuel components of the charge will be highly heated by the res ective pipes passing around the exhaust. T e water and iquid fuel will be forced into the mixer under pressure and the air under pressure will be forced into the mixer. The water will pass into the mixer drop by drop through the sight feed .and the contact of the water with the highly heated liquid and the impact of the water particles with the liquid particles from the fuel charge and the air under high pressure will cause the complete breaking up and intermingling of the separate components of the mixture and a thoroughly mixed charge will result. This charge, because of the pressure in the mixing chamber, will be carried out through the pipe 46 to the upper portion of the distributor casing 55. As the valve head rotates, the ports 64: will successively connect the ports 75*, 75 and 75 with the interior of the distributor casing 63, and-as the elongated port 64 sweeps over any one of the ports 62, and, therefore, over any one of the ports 75, 75*,- 75 or 7 5, the char e will pass into the pipes leading to t e several cylinders. It is to be understood that the orts of the distributor coincide res ective y during the suction stroke for see separate cylinder so that on the suction stroke of each cylinder the ports are opened to permit the inlet of a char e to that cylinder. The length of time wit in which any one cylinder intake ipe will be connected to the distributor wil depend upon the s es of rotation of the head 60 and the lengt of the slot 63. This head 60, of course, rotates, as before stated, synchronously with the timer of the engine, and thus the charge is distributed or conducted successively to the various cylinders. Darin the passage of the imperforate portion of t 60 over any of the ports compression, ex-

plosion and exhaust takes place in the usual manner. The feed of the several components of the char e into the mixing chamber can be controlled y o crating the handle 51, as before stated, and the on he may be throttled down or opened up y operating the fuel control lever 94.

The purposes of the recesses 65, 66 and 67 is to permit lubrication of the valve head 60, throttle valve 61 and the stem 59' of f of the throttle valve oils known to me, which e valve head i valve head 60 by lubricant discharged from oil cup 99 which discharges lubricant into the annular recess 68. entrifu al force will carry this lubricant outwar to the recess 67 and, therefore, over the up 1 face 61 so as to lubricate the contacting surfaces of the throttle valve and head 60.

I do not wish to be limited to the maunor in which the air and liquid fuel are heated. Preferably, however, they are heat,- ed by the means illustrated, that is through the heat of the exhaust ipe, and it is obvious that extra air super eated and sent into the efiiciency of the engineif so desired. y this construction, low grade oils, such as distillate, kerosene, etc, can be used. 'llhere are more heat units in the low grade oils than there are in gasoline or the more volatile hydrocarbons and by making it possible to use the low grade oils, it is possible to double the mileage per gallon over what can be secured from gasoline per gallon. It will be seen that this attachment can be applied to the engine without dismantling the engine in any way, and that this does not" interfere in anymanner with the usual gasoline carbureting, charge forming and feeding devices. I have not illustrated the usual gasoline carbureter and its connection to the intake manifold of the en'ginaas this is common in all engines using low grade engines are started on gasoline and the low grade oils are only put into use as fuel after the engine has been running a predetermined time and be come warme up. This tuel charge forming and feedingbomechanism eliminates an deposit of car 11 within the engine, an this means that the construction completel vaporizes and mixes the heavy hydrocar on.

It will be seen that the water is forced into the sight feed pipe 39 under pressure and that the water is taken from the chamd ber 39 of the sight feed through the pipe 41 by suction.

the manifold can be used to increase Feeding oil, steam and superheated air to the engine by causing theseelements of the fuel charge to pass into a mixin chamber and then to be drawn into the cy inders oil the en he will cause the tuel to be easily 'te and all of the fuel will be burned c can in the cylinders, leaving no carbon on the walls of the cylinders'or onthe spark plugs. Furthermore, by using the feed system which l have described l have found that the fuel is much easier to ignite in cold weather than it otherwise would be. amount of fuel fed to the engine adjusted and governed from the seat of the car. This system of fing has been found lid The is readily ordinary system is .with the best of fuel. B

Zilcut-ofi' 1n the rotating head 'ves the amount the use of this system of feeding, heavy oi 5 may be used, afterthe car is started, eliminating a large proportion of the expense.

of omrating the car both as to fuel and as to lubricant for the cylinders for the reason that the fuel is used 1s somewhat of a lubricant itself.

A distributer is used for the reason that the fuel leaving the mixing chamber f0 a mixture as it is entering the feed lines to each other, which otherwise would. not be menace strokes thereof.

. 4c- The combination with an internal combustion engine having a plurality of cylin ders, of a fuel tank, a water tank, pipes properly mixed, but it will be understood leading therefrom, an air pipe connected to that the distributor mlght feed the oil dia source of compressed air, a mixing chamrect to an intake manifold for the engine instead of directly to the several cylinder heads. 0n the suction stroke .of a cylinder the vapor will be drawn into the cylinder either from a manifold or from the tubes running directly from the distributer. The

which should-enter each cy inder-either for heav or light duty. y

lie I have illustrated a referred form of my invention, I do not wis to be limited to the exact details, as it is obvious that they may be varied in many ways without de- Sil Elli

parting from the spirit of the invention.

11 claim '1. The combination with an internal combustion engine, of a mixin chamber connected to separate sources 0 water, air and fuel all under pressure,-'a distributor having means for intimately mixing the compo nents of the charge and having pipes con nccted to the individual cylinders of the.

. engine and discharging a charge successively into the several cylinders, the distributer being operatively connected to the mixing chamber.-

2. The combination with an internal combustion engine and a mixing chamber means for dischargin water, heated liquid fuel and air all un er pressure into said mixing chamber, a carbureting, mixing dis tributer having pi es connected to the individual c linders o the engine, and dischargin a c arge successively into the several cy inders upon the. suction strokes thereof,

and a .pipe connection between the distrib-' uter and the mixin chamber.

'3. The combination with an internal combustion engine, of a mixing chamber means for dlscharging air, water and liquid fuel into the mixing chamber under pres sure and preheating the air and liquid fuel before their discharge into the mixing chamber, a carbureting and .mixing distributer including a casing, a pipe connection leading from the casing to the mixing chamber, means for controlling the flow of air, water and liquid fuel into the mixchamber, independent means for conflow fro the mixing chamber chamber and said last named pi her .into which said pipes discharge, compressed air operated means for forcing the water and fuel from said water and fuel tanks respectively, means for heating the fuel and air rior to theirentrance into the mixing cham r, means in the mixing chamber for atomizmand controlling the inlet of water, air an liquid fuel, a distributer including a casing, a pipe connecting the casing to the mixing chamber, means for controlling the passage of the mixture from the mixing chamber to said pipe, pipes ld ingfrom the distributer casing to the sevoral engine cylinders, and a' rotatable menr her disposed within the distributer acting to intermittently mix the charge, said meber acting successively to open communication between the interior .of the mixing to cause charges to be successively disc arged into the several cylinders upon the suction izing nozzles discharging into the mixing chamber and with which the several pipes are individually connected, means for cat-- ing the air and fuel in,the air and fuel pipes prior to their discharge into -the mixing chamber,.'a distributor having a rotary distributing and mixing member, a pipe leadin from'the mixing chamber to said distn uter, means for controlling the amount of fuel-,water and air entering the a chamber and for. controlling the amount ofmixture passing fromsaid chamber to the distributor, and pipe connections from said distributer to the several cylinders of the engine. y

6. A process'of forming a charge for explosive'engines of very heav or low grade fuel oilswhich consists in orcing air under high pressure and water and fuel under pressure and in proper proportions to a mixing device, the air and fuel being heated air to the engine through a distributer and prior to their introduction to the mixing charge measurer where y to cause definite device to a degree which will cause the fuel quantities of the charge to be admitted sucw to flow and to be readily atomized, atomizcessively to the cylinders of the engine.

5 ing the fuel, air and water as it is dis- In testimony whereof I hereunto aflix my charged into the mixing device and forcing signature. the mixed charge under the pressure of the GEORGE WILTON BARTLETT. 

